pany had learned that Armour was attempting to employ counsel in Wilmington, Del., "for the apparent purpose of instituting litigation" against Gulf Sulphur to obtain access to its books and records "for the improper purpose" of interfering with the management of Gulf Sulphur. Finally, Gulf Sulphur asks the court to make the proposed temporary injunction permanent, and to force Armour to divest itself of all Gulf Sulphur shares it owns.
Tire makers optimistic This week's deadline for receipt of additional industry comments on proposed federal tire safety standards approaches amid an air of optimism on the part of the rubber industry. At a meeting of the Economic Club of Detroit last week, chairman of Uniroyal (formerly U.S. Rubber) George R. Vila said that the industry is encouraged. He adds that he is confident that "realistic standards based on sound engineering principles will be established." The original tire standards proposed under the National Traffic and Motor Vehicle Safety Act of 1966 were withdrawn, "for further study," from the Federal Motor Vehicle Safety Standards promulgated Jan. 31. The tire sections of the proposed standards were criticized by the tire industry on the grounds that a laboratory wheel test did not represent actual driving conditions. Tire loadings specified for the test were up to 140% of accepted industry specifications. As a result, temperatures in larger and heavier tires were between 300° and 400° F., well above the 250° to 260° F . usually reached in high-speed road tests, and above recommended service temperatures of tire elastomers and cord materials. The proposed standards, in the opinion of tire makers, would screen out many of the premium tires now on the market. It's likely that federal standards will depart from the original proposals and be patterned after recommendations filed by the Rubber Manufacturers Association and the Society of Automotive Engineers. Both sets of standards are similar in that the three tests involved—endurance, high-speed performance, and strength—would be run on separate tires. SAE's recommendations are in; revisions to RMA's recommendations made last October are to be filed this week. The original federal proposal called for a single tire to be used for a combined endurance and high-speed performance test, followed by a punctureresistance test on the same tire. Presumably, tire temperatures reached in 22 C&EN MARCH 6, 1967
the separate tests will more closely approximate what might be considered actual driving conditions. Neither SAE nor RMA calls for a cut-growth test. This test is currently a part of the General Services Administration specification. But tire makers contend the test was originally designed to compare natural and synthetic tire rubbers and is now outmoded. Standards based on this test would inhibit the development of tread rubber having improved wetpavement traction and longer tire life. However, both the RMA and SAE specifications call for a plunger test to measure resistance to rupture. Despite the controversy over static vs. dynamic plunger testing among tire cord producers (C&EN, Aug. 22, 1966, page 9 ) , a static test will probably be a part of the eventual federal specification.
U.S. faces engineer gap The U.S. may have another gap to worry about—in engineering graduates. According to a survey by the Engineers Joint Council, the demand for engineers between 1965 and 1976 will total 830,000. But the supply of engineers leaving the nation's engineering schools will be only about 500,000. The 1966 survey covered 490 employers whose work force included 278,000 engineers, physical scientists,
and technicians. Together, the replies show engineering employment will grow 3 3 % from 1965 to 1976. Leading all other activities in the survey with a growth rate twice the national average was education. Other industries with rapidly growing needs for engineers were aerospace, construction, metals, chemicals, and electronics. Much of the need for engineers in education—up 66% between 1965 and 1976, the survey shows—can be traced to two things. One is the lengthening engineering curriculum, from four years to five. The other is the growing number of engineering graduates who go on for advanced degrees. Thus more teachers will be needed to turn out even the same number of engineers. The chemical industry will need 48% more engineers by 1976. According to the report, recruitment of engineers in the chemical industry was very difficult in 1966. Chemical and mechanical engineers are most in demand. Only two fields will show a decline in their needs for engineers—local governments and utilities. Utilities appear to favor technicians over engineers. Engineering employment in this area will apparently consist of replacing losses due to death and retirement rather than filling newly created jobs. The EJC report points to a number of factors holding down the supply of engineers. In addition to the longer
Chemical industry will need nearly 5 0 % more engineers by 1 9 7 6 a Projected 1976
Increase (%) 1965-76
Activity
Number of engineers 1965
Aerospace Chemical Construction Consulting Electronics-electrical Machinery Metals Miscellaneous Petroleum Research & development Transportation services Utilities Federal Government State government Local government Education
37,715 11,771 2,335 3,022 37,678 4,913 594 2,250 7,614
60,680 17,451 3,556 3,759 52,773 5,554 912 3,501 8,886
5,578
6,122
10
550 8,647 10,386 7,354 1,460 5,310
548 7,980 10,983 8,879 1,288 8,831
0 - 8 6 21 -12 66
° Figures; represent totals from those employers responding to the survey. Source:
Engineering Manpower Commission of Engineers Joint Council
61% 48 52 24 40 13 52 56 17
